Fuel-feeding apparatus for internal-combustion engines.



S. LAKE. FUEL FEEDING APPARATUS FOR INTERNAL COMBUSTIOI\L NGINES.

APPLICATION FILED MAY 16 I914. I 1,188,953. Patented June 27, 1916.

4 SHEETS-SHEET I- WIITIVESSES: l/Vl/E/VTOR 17 I47 a/Q/ I A TTORIVEY S.LAKE. FUEL FEEDING APPARATUS FOR INTERNAL COMBUSTION ENGINES,

I APPLICATION FILED MAY 16, 1914. 1,188 953.. Patented June 27, 1916.

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APPLlCATiON FILED MAY I6, 1914.

Patenfed June 27, 1916.

S. LAKE.

FUEL FEEDING APPARATUS FOR INTERNAL COMBUSTION ENGINES.

- APPLICATION FILED MAY 16, 1914.

1 9 1 88,953. Patentd June 27, 1916.

4 SHEETSSHAEET 4.

If. V E E a Z00 fl I IV W? l!/ T 01" w A T Tom 5r jecting air andconverted into gas or a gase- SIMON LAKE, OF MILFORD, CONNECTICUT.

FUEL-FEEDING APPARATUS FOR INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented June 27, 1916.

Application filed May 16, 1914. Serial No. 839,158.

To (IZZ whom it may concern:

Be it known that I, SIMON LAKE, a citizen of the United States, residingat Milford, in the county of New-Haven and State of Connecticut, haveinvented certain new and useful Improvements in Fuel-Feeding,

plication filed April 27th, 1912, Serial No.,

693,701, (now Patent No. 1,096,730, dated May 12, 1914;), June 4, 1912,Serial No, 701,564, and March 7, 191-1, Serial No. 823,172. 1

One objectof the invention is to provide a simple and etlicient fuelfeeding apparatus for high and low compression internal combustionengines by which low grades of oil or heavy oils may be injected intothe c0mbustion chambers of the cylinders in accurately measuredquantities and in a thoroughly atomized condition thus insuring completecombustion of the fuel and the consequent uniform working of the enginewhen running at high or low speeds, the operation of the apparatus beingsuch that the oil is first pumped into a high pressure tank or reservoirfrom which it is driven under air pressure into an injector and thenceinto a mixing chamber 1n the casing of the inlet valve where it isnnxedw1th the 1nous vapor before being admitted to the cylinder, meansbeing provided for automatically cutting off the supply of oil to thepressure tank so that a uniform pressure is maintained therein forforcing theoil into the injector.

A further object of the invention is to provide for the mixing of ahigher grade of oil with the heavy oil and for treating the air used forinjecting the fuel into the cylintler so as to enrich and insurecomplete combustion of t. e fuel when injected into the cylinder.

The invention consists in the peculiar and novel construction,combination and arrangem-ent -.of parts as will be hereinafter fully"described and then claimed.

In the drawings, illustrating the invention, in the several figures ofwhich like parts. are similarly designated, Figure 1 is: a front view ofthe upper end of the engine cylinder of an internal combustion engineembodying my invention. Fig. 2 is a sectional elevation of the fuelpump. Fig. 3 is a transverse section drawn through the upper end of thecylinder and the upper end of the power piston. Fig. 1 is a verticalsection of the inlet valve casing. F ig. 5 is a horizontal section drawnon the line b-b of Fig. 4. Fig. 6 is a detail transverse section drawnon a larger scale on the line cc of Fig. 4:. Fig. 7 is a front View ofthe injector and the outer end of the lever for operating the severalvalves of the apparatus. tion' drawn on the line d(l of Fig. 7. Fig. 9is a transverse section drawn on the line ee of Fig. 7. Fig. 10 is ahorizontal sec tion drawn on the line jf of Fig. 8. Fig. 11 is ahorizontal section drawn on the line g-'g of Figs. 7 and 8. Fig. 12 is adiagrammatic view illustrating the treating of the oil and air beforebeing injected into the cylinder.

1 designates the power cylinder of the engine in the head 2 of which ismounted a valve casing 3 having a needle-valve 4.- which controls theadmission of the fuel to the combustion chamber of the engine. The valvecasing is provided at its lower end with a mixing and gas generatingchamber 5 into which opens an air passage 6 to which is connected an airsupply pipe 6 extending from a suitable source of high pressure airsupply (not shown), the air being employed for forcing the fuel into thecombustion chamber and for uniting with the fuel to provide acombustible mixture. Thecasing 3 is also provided with an oil passage 7to which is connected a pipe 8 extending from an injector 9, hereinafterfully de scribed. The lower end of the passage 7 is formed with a valveseat for a spring seated inwardly opening check-valve 10 which controlsthe back flow of the air, oil or gaseous vapor through the passage 7,the upper end the chamber 5 and extended across the valve 10 to form astop to limit the downward movement-of the valve when the oil is forcedinto the chamber 5. The lower end of the chamber 5 is closed by a plug13 which is screwed into the lower end of the casing and is providedwith a centrally disposed outlet port 14 which opens into the combustionchamber 1 of the cylinder, and surrounding the upper end of the port isa valve seat for the needle-valve 4 the stem of which extends upwardlythrough the casing and through a stuffing box'l6 formed therein, and hasits upper end connected to an operating lever 17 pivoted at its rear endto a bracket 18 mounted on the top of the cylinder head 2 and having itsforward end arranged for engagement with a lifting rod 19, similar tothe arrangement shown in my aforesaid copending application, Serial No.701,564, and as will be hereinafter further described.

' The valve 4 is normally held to its seat by a flat spring 20 carriedby studs 21 extending upwardly from the top of the casing 3. The plug 13is formed with a slee e 22 which surrounds the lower end of the valvestem and immediately above the valve seat the said sleeve is formed withan annular recess 23 which communicates with the generating and mixingchamber 5 through a series of ports 24 arranged in and around thelowerend of the sleeve. 25 designates a series of disks, each having aplurality of small perforations which are arranged in staggered relationto the perforations of its adjacent disks and which are designedto'defleet the course of the oil as it passes through the chamber 5 soas to break it up and cause it to be more readily converted into agaseous' vapor or spray as the fuel passes through the chamber 5. Thedisks 25 are v held in place by a nut 27 screwed upon the sleeve 22 asshown in'Fig. 4. In order that the lower end of the "alve casing 3 maybe thoroughly heated by the heat of the' combustion chamber whereby toinstantly convert the fuel oil. as itp asses through the chamber 5 intogas or a gaseous vapor, I enlarge the lower end of the bore in the headof the cylinder through which the valve casing passes as shown at 26,'Fig. 3, so that the walls of the chamber may be exposed to the heat ofthe combustion chamber as will be well understood. N

The piston 28 is provided-with a centrally disposed .plug 29 of tungstenwhich is screwed into the head of the piston and has its upper endformed with a slight crown so as to deflect the oil, vapo or gas asitenters the combustion chamber, it being understoodthat as the fuelpasses through the inlet port 14 it will. strike against the top of theplug and thusbe sprayed into all parts of the combustion chamber andthusv be more said application Serial No. 693,701, the prescut engine isof the self-starting reversible type, and starting air is supplied tothe cylinder through a pipe'3O extending from a suitable source ofsupply (not shown), the passage of the air through the pipe beingcontrolled by a lifting valve 31 which is operated by a lifting rod 32carried by a vertically movable cylindrical member 33. operatively heldin a hearing 34 formed on abracket 35 secured to the face plate of thepower cylinder. The lower end of the cylindrical member is formed with adisk 36 ,whilch is normally heldin contact with lifting pawls 37 carriedby a rocker-arm 38 journaled on a stud bolt extending from the bracket35, and having its lower end designed for engagement by push cams 39carried by a reciprocating tubular shaft 40 mounted on a shaft 41rotatably held in bearings 42 extendingfrom the cylinder 1. The upperarm 46 carries pawls 48 against which 'nor-.

mally seats a disk 49 formed upon the lower end of a cylindrical member50 which is operatively held in a bearing 50 formed on the bracket 35,and from which extends the lifting rod 19 for operating the valve lever17. The rocker arms 38 and 46 are held in vertical position when notengaged by their co-acting push ca-ms, by flat springs 45 carried by thebracket 35 and which are arranged to lieagainst the opposite sides ofshortpins extending from the lower ends of the vertical members of thearms, and the pawls37 and 48 are tripped from engagement with their camsso :as to time the seating of the valves by trip pins 44 as shown. It isobvious that by adjusting the pins upwardly or downwardly the trippingof the pawls from their cams may be regulated to The rod 19 serves thedouble purpose of.

operating the valve lever 17 and of controlling the passage of the fueloil to the chamber 5 of the valve casing 3, and as shown, the

said rod operates through the injector 9 as I will now describe. Theinjector is provided with an oil passage 53 to which is connected v anoil supply pipe 54 extending from a tank or reservoir 212 in which theoil is held under air pressure and the oil is supplied to' the tank by apump 55 as will'be presently explalned. Air under the required pressureis supplied to the tank through a pipe 212 extending from any suitablesource of supply (not shown). Diametrically opposite,

the passage is an oil passage 56 which is designed to be thrown intocommunication with the passage 53 through ports 57 arranged in the Wallsof the injector and which open into the bore through which the rod 19operates, and through ports 58 formed in said rod (Figs. 8 and 10). The

- upper end of the passage 56 terminates in a branch 63 cast integralwith the injector 9 and in which operates a spring actuated plungerpiston 64 which is supported at its outer end in a bore formed in a head65 carried at the outer end of parallelly arranged rods (36 extendingfrom bosses formed on the sides of the branch 63 of the injector. Theplunger piston carries an arm 67 slidingly held on the rods 66 andbetween which and the head 65 is interposed a spring 68 which serves tomove the piston forwardly in the cylinder to force the oil therefrom-aswill be explained later on. The upper end of the passage 62 opens into apassage 62 whiclrextends through a nipple formed on the injector and towhich the pipe 8 leading to the valve casing 3 is.connected. Aneedle-valve 69 controls the outlet from the passage 62 and has its stemextended upwardly through a stuffing box 70 formed in the upper end of avertical extension cast with the injector and the upper end of the stemis formed with an eye to receive a pin 71 carried by ears depending fromthe lower side of the lever 17 adjacent to its outer end. The valve 69is normally held to its seat by a spring 72 which is connected at itsupper end to the lever 17 and at its lower end to a plug 73 screwed intothe upper end of the passage 59'.

The lifting rod 19 is formed with arecess to receive akey 51 carried bya stuffing-box sleeve 74 through which the rod passes, and whichservesto prevent rotation of the said rod and the consequent shifting ofthe ports 57 and 58 out of alinement.

As in my aforesaid application Serial No. 823,172, the tubular shaft 40is reciprocated on the shaft 41 by an elbow lever operatively connectedto the crank-shaft of the engine and in my present invention I providethe said lever 74 with a downwardly extending arm 75 which is connectedby a link 76 to the piston 55 of the fuel pump By this arrangement itwill be understood, that on each movement of the elbow-lever toreciprocate the tubular shaft l0 to cause the cams to engage and rockthe arm ll fuel will be first drawn into the pump through the pipe 77,and on the next stroke the fuel thus drawn in will be forced through thepipe 51L into the pressure tank or reservoir 212 from which it is forcedthrough the passages in the injector 9, past the valve 60 into thecylinder (33, the pressure in the tank serving to force the oil in thecylinder until the plunger piston is pushed lnlckwardly to the end ofits stroke and wlierein itis held until the needle-valve '69 is liftedfrom its seat when the spring (38 will force the piston forwardly in itscylinder thus forcing the oil into the chamber 5 of the valve easingagainst the pressure of air therein as will be best understood from thegeneral description of the operation of the apparatus. The oil issupplied to the pump through the pipe 77 which extends from a suitablesource of supply, and the pump is provided with a suction valve 77" andwith an outlet check 'alve 54 in the usual manner;

The operation of the engine so far as described is as follows :-It maybe first stated lVe will assume that the engine is running on fuel oil.As the elbow lever 74 is operatedthe pump will be set in motion to firstdraw in a charge of oil and on the next stroke to pump it through thepipe 5% into the pressure tank 212 against the air pres: sure therein.Now as the cam shaft 40 is reciprocated, depending, of course, on the'direction of rotation ofthe power shaft. one of the cams 47 will engageand rock the arm 46 which first elevates the lifting rod 19 suflicientlyto throw the ports 58 therein out of communication with the ports 57 ofthe injector 9 thus cutting off the communication between the pressuretank 212 and the oilcylinder 63, then on a continued upward movement ofthe lifting rod the latter will engage and lift the outer end of thelever 17 to first lift the valve 69 to establish communication betweenthe said oil cylinder and the chamber 5 of the valve casing and. themoment the valve 69'is operated the plunger piston 64 will be forcedforwardly in its cylinder by the spring 69 thus forcing the oil into thegenerating chamber 5 against the air pressure therein and the oil isthoroughly mixed with said air and through the heat of the chamber it isconverted into gas or a gaseous vapor. Then.

i I/ on a continued-upward movement of the lifting rod 19, the lever 17will be-further elevated and the. needle-valve 1 lifted from its seat sothat the oil, gas or gaseous vapor will be forced into the combustionchamber by and al ong with the air in said chamber 5. As the fuel passesthrough the chamber 5, assuming that the oil has not been generated intovapor, it will, in its passage through the perforations of the plates25, .be broken up before reaching the outlet 14 and consequently will besprayed into the cylinder in athoroughly atomized condition, andasbefore stated, as, the fuel enters the combustion chamber it willstrike against the plug 29 and be deflected into all parts of thechamber. .It will, ofcourse, be understood that sufiicient play isfurnished be tween the connections of the valves with the lever 17 topermit oftheir operation in the sequence described. Q

In order to regulate the quantities of fuel injected into-the cylinderto thus regulate the speed of the engine, I provide the followingarrangement: Mounted in a bearing 93 formed upon the extension 63 of thecasing 9, and in a bearing 94 formed upon the .head 2 of the cylinder,is a shaft 95 having athreaded section 96 on which operates a nut 97having an upwardly extending lip 98Wl1l0l1 bears against the forwardside of theoross-arm 67 of the plunger piston 64,

so that, should the shaft 95 berotated to adjust the nut rearwardly, theplunger piston will likewise be 'moved against the ten-.

sion of itsspring and its forward movement arrested when. it is movedforwardly in its cylinder, and before it reaches the end of its stroke.

By' this arrangement, when the pressure tank 212 is in communicationwith the oil cylinder 63 and although sufiicient oil will be forcedinto'the cylinder to completely fill it, the forward or pumping strokeof the piston will be arrested before it reaches its extreme forwardmovement and in consequence a smaller amount of fuel will be forced intothe chamber 5 than would 'be the case were the piston permitted totravel the full length of its stroke. Therear face f the up er end ofwhich is connected the rear end 0 a link 101 having its forward endconnected to an indicator hand 102 which is pivotallymounted at itslower 'end to a plate 103 extending upwardlyfrom the branch 63 of theinjector and having a dial 104 over which the free end of the indicatorhand. operates.- Bythis construction, when the nut 97 is adjustedrearwardly on the shaft 95 to move the arm 67 rearwardly against thetension of its spring, the indicator hand 102 w1ll be moved over thedial to the position, .for -1nstance, as shown 1n dotted lines in Fig.7, to thus indicate that the piston will be given only one half of astroke, and, in consequence, only one half engine when the fueloperating cams are out ofco-acting position with their rocker arm, andalso when the engine is runn ng at reduced speeds and on reduced chargesof fuel,

provision must be made to prevent thecontinuous pumping of the fuel-oilinto the tank or reservoir since the pumping ofmore fuel into the tankthan is withdrawn therefrom would unnecessarily increase the pressure inthe tank, and to' the end I extend a pin 7 7 through the lower end ofthe pump in alinement with the stem of the suction valve 7 7 (Fig. 2),and havingits upper end spaced from the lower end of the valve stem andits lower end resting against the top plate of a diaphragm 105 mountedbelow the pump, and communicating with the chamber of the pump is a pipe106 which extends from the pipe 54:. By this arrangement thediaphragm-is set to hold against a pressureequal to that of the pressuret'ank212 and should excess quantities of oil be pumped into the tank andthe pressure in the tank thereby increased, additional quantities of oilwill -also be forced into thechamber of the diaphragm causin the latterto expand and thus lift the pin 37" to raise and hold the suction valve77 open so that, on the compression or pumping stroke of the pumppiston, the oil will be forced back through the open valve and the pipe77 into the supply tankinstead of being forced into the tank 212, thepressure on the oil in the pipe 54 then holding the check valve 54" toits seat. It will be understood, that the moment enough oil has beendrawn from the tank 212 to reduce the pressure tothat at which thediaphragm is set,.the latter will be contracted to allow the suctionvalve to be seated and the pump to function in the normal manner. Alight spring (Fig. 1), is employed for holding the pin'7 7 against thediaphragm.

As is well known, some grades of fuel oils are of such a heavy qualitythat they require a more volatile fuel,- such as gasolene or kerosenefor instance, to be mixed with them to render the heavier oils readilycombustible andin such cases I purpose using two pressure tanks and asupply tank for the light fuel as shown in Fig. 12, and which I shallnow describe.

200 designates a double plunger pump to the suction end of one cylinder200 of which is connected a supply pipe 201 lead ing from a suitablesupply source, and to the outlet from the pump is connected a plpe 202extending to a pressure tank 203 frem the top of which extends an air orgas plpe 20 1- which leads to the passage 6 of the valve casing 3. Thesupply pipe 201 is provided I with a check-valve 205 and between thecheck-valve and the pump the supply pipe is connected by a pipe 206extendingfr'om a gasolene tank 207, the pipe 206. being rovidedwith adrip-cock 208 and a sight-feed glass 209 whereby to regulate thequantity ofgasolene' or other light oil to be mixed with the .heavieroil. The suction end of the cylinder 200 of the pump-is connected by apipe 210 with the lower end of the tank 203, and the outlet from thecylinder 200 s connected by a pipe 211 with the pressure tank 212, andfrom the tank 212 extendsa pipe 213 which leads to the oilpassage 53 ofthe fuel injector 9, which pipe 213 corresponds with the pipe 54K inFig. 1.

Air under pressure is supplied to the tank 203 through a pipe 203extending from a suitable source of supply (not shown), and in order tomaintain a uniform pressure in the tank 203 as well as in the tank 212,the

suction valves of the pumps 200 and 200 have their'stems 214 and 214respectively,

. extended through the lower ends of the pumps and held in engagementwith levers 215 and 215 respectively, which are p1v0tally connected atone end to a common bracket extending from the pump. The free end of thelever 215 is connected by a connecting rod 216 with the free end of alever 217 carried at the outer end of a rock-shaft 218 journaled in andextending through one side of the tank 203 and to the inner end of thesaid shaft isconnected a float 219 which floats on the top of oil withinthe tank. By this arrangement, shoulda greater quantity of oil be pumpedinto the tank than is drawn therefrom duringthe operation of the engine(as would occur when the engine is running at reduced speeds) andthe oilis raised abovea predetermined level, the float will rise with the oiland thus rock the shaft 218 andelevate the outer end of the lever 217and thus lift the lever 215 to lift the suction valve of the cylinder200' from its seat so that on the pumping stroke of the piston workingin the cylinder 200 the oil will be forced back through the pipe 201,but as the check valve 205 will prevent the oil being forced back intothe reservoir, I provide the pipe 206, leadlng from the pipe 201, withan air chamber 225 so that the oil in the pipe will be pumped from andback into the air chamber, thus preventing the clogging of the pump orthe bursting of the pipes 201 and 206.

The free end of the lever 215 is held in engagement with the top plateof a diaphragm 220, the chamberof which is connected through a pipe 221with the pipe 213 leading from the tank 212 to the injector 9, so thatshould excessive pressures be put v upon the oil in the said tank and inthe pipe 213, additional quantities of oil will be forced into thechamber of the diaphragm causing it to expand in the same manner as thatdescribed with reference to the diaphragm 205, tothus rock the lever 215to lift the suction valve of the pump 200 so .that the oil drawn intothe pump will be forced back into the'tank 212 as will be understood.

\Vith the use of the two pressure tanks the oil will be first pumpedinto the tank 203 against a pressure, we will say, of 800 pounds persquare inch, and from the tank 203, it is pumped into the tank 212against a greater pressure, for example, 1000 pounds per square inch,and from the tank 212 the oil is supplied to the injector in the samemanner as that described with reference to the tank 212 shown in Fig. 1.With the use of poor .grades of oils, or oils of such refractory naturethat they are not readily ignited when injected into the cylinder of theengine, and which require a more volatile fuel to be mixed with it toafford ready combustion, I then open the drip-cock controlling theoutlet from the tank 207 so that the required quantities of light fuelmay flow into the pipe 201 to be mixed with the 100 heavywil as it isbeing pumped-into the tank-203.

It will be understood, that when the lighter fuel'is turned into thesupply pipe 201, the pump will draw from the main 105 supply the regularcharges of heavy oil less the amount of that supplied from the tank 207.WVith the use of thepressure tank 203 I purpose passing the air that isused to force the'fu'el into the combustion chamber through the saidtank so that the air will be impregnated with the gas contained in thevolatile fuel, the richness of the gaseous mixture depending, of course,on the amount of V "olatile' fuel that is pumped into the tank. As theair is thus mixed with a more inflammable material than is the heavieroilwhich is pumped from the bottom of'the tank 203,

it willbe ,conceived that, when the gaseous air is let into thecombustion chamber along with the heavy oil or the gaseous vaporgenerated in the chamber 5 ofthe valve easing,

a more readily combustible or ignitible mixture will be produced.

As shown, the air is supplied to the tank 203 through a pipe 203 whichis extended through the bottom "ofthe tank and immediately above the topof the pipeis arranged a perforated partition 223 which serves to breakup the solid column of air as it enters 18o -larly to high compressionengines in which the fuel is igin'ted through the heat of the highlycompressed air in the combustion chamber, I do not want it understoodthat I- limit myself to such types of engines as the 0 apparatus may beused with equal ,effectlveness on engines. using sparking plugs toignite the fuel injected into the combustion chamber. With the use ofsparking plugs on engines embodying my improved valve operating gear Iam able to dispense with the use of tiniers now commonly employed.

As shown in Figs. 1'.- and 3, the plugs 300 are connected ,by wires 801extending from a battery 302, and interposed in the wires is a contactmember 303, comprising avlow'er spring plate having its free enddisposed and suitably spaced above the top of the cylindrical member 50of the lifting rod 19 for operating the valve lever 17, and above 5 thespring plateis a fixed plate carrying an adjustable contact screw 304which is designed to be engaged by the spring plate when the latter wisbent fupwardly by the cy.-

. lindrical member 50 when the latter is forced upwardly in thepperationof the valve lever 1 By this arrangement when the rocking arm 46 isoperated to lift the cylindrical member 50 the spring plate of thecontact member will be' forced into engagement with the contact "screw304 to'thus complete the circuit through the wires andto create a sparkat the end of the sparking plugs 300. 'What I claim is 1. In an internalcombustion engine, a

.40 power cylinder having a valve controlled fuel inlet leading into thecombustion chamber thereof, a lever foroperating said ating said valvelever, said rod operating valve, a fuel injector communicating with saidfuel inlet, a source of fuel supply un- '45 der pressure piped to saidinjector, means,

.comprising a needle valve operatively connected with said lever forcontrolling the passage of fuel from the injector to said fuel inlet,and means for operating said, inlet valve lever.

2. In an internal combustion engine, a

power cylinder. having a valve controlled fuel inlet leading to thecombustion chamber thereof, a lever for operating said valve,

' 56. a fuel injector communicating with said fuel inlet, means tosu-ppl y'airunder pressure-to said inlet, a' source of' fuel supplyunder pressure pip'edto said," injector, means to supply fuel to thesupply source, and a common means for controlling the admission of fuelto said injector and said valve operatinglever;

3. In an internal combustion engine, a power cylinder having a valvecontrolled for actuating 0! fuel inlet leading to the combustion chamberthereof, a lever for operating said valve,

'a fuel injector piped to said inlet, a pair of means to supply airunder pressure to one of said tanks, means for conducting the air fromsaid tank to said fuel inlet, for. the purpose specified, means forconducting fuel from the other of said tanks-to said injector,

and means for controllin the admission of fuel to said injector'and foractuating said valve operating lever to admitfuel to said combustionchamber. i

4. In an internalcombustion engine, a power cylinder havinga' valvecontrolled fuel inlet leading to the combustion chamber thereof, a leverfor operating said valve, an injector having'a fuel-oil holding cylinderpiped to said fuel inlet, a source of fuel-oil supply under pressurepiped to said injector, a plunger piston operating'in said oil holdingcylinder, a valve controlling the outlet from said oil holding cylinderand operatively connected to said valve lever, and a lifting rod foroperating said valve lever, said rod operating through said injector andcontrolling the admission of fueloil tosai d oil holding cylinder.

5. In an internal combustion engine, a

power cylinder having a fuel inlet leading into the combustion chamberthereof, a valve controlling said inlet, a lever for operating saidvalve, a fuel injector having a fuel-oil holding cylinder piped to said.

inlet and an oil passage leading thereto, a valve operatively connectedto said valve lever and controlling the' outlet from said oil holdingcylinder, a spring actuated plunger piston working in said oil holdingcylinder, a fuel-oil holding tank under pressipre piped to the passageleading to said 01 holding cylinder, a lifting rod for operconnected tosaid valve, a f-uel-oil injector piped to said inlet and having afuel-oil holding cylinder and a supply passage leading thereto, a, valveoperatively connected to said lever and controlling the outlet fromsaid-'oil holding cylinder, a fuel-oil holding tank under pressure pipedto the oil passage of the injector, a spring actuated plunger pistonoperating in said oil holding cylinder, means fortregulating and meansfor indicating the stroke of the plunger piston,

means to supply air under pressure to said fuel inlet of the powercylinder, and a comsaid oil holding cylinder, a fuel-oil supply tankunder pressure piped to said oil passage, a pump for supplying fuel oilto said tank against the pressure therein, means to supply fuel oil tothe pump, means for maintaining a predetermined .level of the fuel oilin said tank, for the purpose specilied, and a common means forcontrolling the supply of oil to said oil holding cylinder and foroperating said valve lever.

In an internal combustion engine, a,

rer cylinder having a valve controlled i inlet leading into thecombustion chameof, a lever for actuating said valve, a fuel injectorconnected with said fuel in let, source of fuel supply under pressurepiped to said injector, means for controlling the supply of fuel to saidinjector, a spring actuated means for forcing the charge of fuelcontained Within said in ector into the combustion chamber of the enginewhen the fuel inlet valve thereto is open and the supply to saidinjector is closed, and a valve in said injector connected with themeans for controlling the supply offnel to said injector to control thedischarge of fuel therefrom.

9. In an internal combustion engine, a

power cylinder having a valve controlled fuel inlet leading into thecombustion chamber thereof, a lever for actuating said valve, a fuelinjector connected with said fuel inlet, a source of fuel supply pipedto'said injector, and a lifting rod for actuating said lever, said rodpassing through said injector and -serving to cut off the supply of fuelthereto when lifted to actuate said lever.

In testimony whereof I have hereunto set my hand this 12th day of May,A. D. 191%.

SIIdON LAKE. I Witnesses:

JOHN lFxsrrnn, MERGER D. BLonnnL.

